Centering device.



W, P. MURPHY.

CENTERING DEVICE.

APPLxcATloN FILED 1uLY13. x91|.

Patented Apr. 1l, 1.916.

Z'SHEE'TS--SHEE l.l

wl/3 i W. P. MURPHY.

CENTERING nEvace.

APPLICATION FILED JULY T3 19111 Patented pn 143;, EN@

2 SETS-SHEET 2.

CENTERING DEVICE.

11 rasee.

Application sled July 13, 1911. serial No. 638,393.

To all whom t may concern.'

Be it known that'I, WALTnR P. MURPHY,

' a'citizeny of the United States, and a resident ofthe City of Chicago, in the county of Cook and State of Illinois, have invented a new and useful Improvement in Centering evices, of which the following is a speelication.

My invention relates to centering` devices for draw-bars in railway cars, and consists in an improvement in the form of carryin section on the line 2-2 of iron and means for supporting it from the car. l

My invention further consists in the details of construction of the various parts of my improved centering device whereby they are readily assembled in working position. and as readily taken apart for repairs or replacement should such-necessity occur while the car is in service.

My invention further consists in the arrangement of parts as shown in the accompanying drawings forming a part of this specification, as will be more fully set forth in the description thereof, and particularly pointed out in the appended claims. Y

In the drawings, in which like characters are used to designate like parts throughout the several views, Figure 1 is an elevation of my improved centering device and carryiron as seen from the end of the car, a por-f tion of the end sill of the car being shown; Fig. 2 is a part top plan 'of the same, partly Fig. 1, showing the ends of the draft sills of the car also; Figs. 3 and 4 are vertical sections through the end sill on the lines 3*?1 and 4-4 of Fig. 1, and showing the ends of the draft sills of the car in side elevation; Fig. 5 is a side view of is an end view of the roller carry-iron, of the forms illustrated in Figs. 1 to 4; Fig. 7 is an elevation of a modified form of my invention, showing a portion of the end sill of the car; Fig. 8 is a part top plan View of the modification shown in Fig. 7, partly in section on the line 8-8 in Fig. 7, showing the ends of the draft sills; andflfigs. 9 and 10 are vertical sections through the end sill of a car fitted with the modified form of my invention shown in Fig. 7 and 10.-l0 vof Fig. 7, showing the ends of the draft sills in side elevation.

In the drawings, 1 is the end sill of the car extending across from one side sill to the other and bringing the ends of the draft Specification of -Letters Patent.

a supporting link; Fig. 6

on the lines 9 9 Patented Apr. 11, 1916.

gi'rders or sills 2 on either side of the center line of the car. An angle 3 is riveted to the inside of the end sill near its top, the other leg of the angle being attached to the top flanges of the draft sills, as shown.

The striking casting 4 is positioned outside the end sill to receive blows and shocks due to coupling witll other cars or striking obstacles, and is securely fastened to the end sill by means of a flange 5, and also rigidly attached to the ends of the draft sills, practically forming extensions thereof, to give additional strength to resist shocks and endure hard service.

The striking casting isprovided with downward extensions 6 at its lateral edges,

these extensions being in line with and se-v ing the carry-iron v11, on which the draw bar rests.

In the form of my invention illustrated in Figs. l to 6, the links have trunnions 9 at their upper extremities. and or loops 10 at their lower which the end bearings 14 carry-iron 11 are supported. irons are retained in the links flanges 13 having the same general contour as the slots 10 so they may be inserted through the slots. It is evident, that once inplace the carry-iron cannot be withdrawn from its supports withing raising it olf its bearing inthe loops and turning it so the flanges 13 stand vertical. The end bearings of the carry-iron are enlarged in the middle and rounded off at the ends, forming ellipsoids, which provide line contactsv in the loops whatever the angle of oscillation of the links. The central cylindrical portion of the carryiron is Ilanked by flanges 16, between which the draw-bar is positioned. Tile extensions 6 are spaced such a'distance :wart that one of the flanges 16 of the carryiron will bring up against the inside face of one o1l the other of the extensions at the limit of lateral oscillation of the draw-bar. Between the flanges 1G and bearings 14 are cylindrical necks 15, which ride inlnotches 12 in the lower edges of the extensions 6 and prevent the carryiron froln swinging extremities in of the roller The carryby elliptical in the direction of the longitudinal motionl of the draw-bar.

in engagement in' the elongated slots een notches l2 at the limits of lateral movement of the carry-iron. The end bearings of the roller carry-iron are made of small diameter relatively to the diameter at the point of support of the draw bar in order that the friction in the bearings of the roller may be less than that between the draw bar and roller, and the draw bar Will roll on the roller carry-iron.

ln the form of the device illustrated in Figs. 7 to 10, theend sill l and draft girders f are secured together directly, the reversing of the end sill so the anges face in instead of out enabling the angle iron to be dispensed with. The striking casting 18 is provided with a liange 19 for attachment to the end sill and downward projections 2O on either side of the center line in line with the draft girders and attached thereto. Links 21 are pivotally supported from bearings f2.2 in the striking casting by pins 23 passing through eyes in the upper ends of the links, and the lower ends of the links are formed with loops 24 in which are arranged the end bearings 25 of the roller carry-iron 26. The loop portions of the links have cheeks 27 arranged to bear against the plane ends of the enlargements 28, be-

tween which the draw bar is positioned, and elliptical ends 29 of the roller carry-iron. This arrangement insures that the links shall be maintained in central alinement with respect to the end bearings 25 of the roller carry-iron, The substitution of enlargement 28 (Fig. 7) for neck 15 (Fig. allows the 'draw bar to strike against the projection of the striking casting. ln Fig. 7 the ellipsoid is on hanger 21'instead of the end bearing of the carry-iron as before described. l

My improved draw bar centering device arrangement entirely eliminates friction on the under side of the draw bar, as it is free to oscillate sidewise, and it permits the draw bar to roll in and out, and therefore the wear on the top of the carry-irbn and bottom of the draw bar is prevented. Near at this point is troublesome, as it results in lowering the draw bar and dropping it.. out of proper alinement, and it is diilicult to take it up. also wear at this point ofthe coupler (called the shank) is fatal since it Weakens it at a vital point, causing the head to be broken entirely oli byy sudden impacts.

' Moreover my improved centering device provides a very free support for the draw bar, enabling it to accommodate itself to service conditions quickly, and always returning it to central position when uncoupled.

in railway cars Where draft sills or girders extend'beyond the end sill, the end portions ot' said draft sills or girdersl may be made to form trunnion pockets. or pin journals.

bviously, the device admits of considerable modification huithout departing from my invention. Therefore, l do not wish to be limited to the specilic constructions and arrangements shown.

What l claim is:

l. A roller carry-iron yfor drawvbars having a cylindrical portion adapted to support the draw bar and end bearings of less diameter than said first mentioned. cylindrical portion, in combination with oscillating links forming end bearings therefor, said end bearings being ellipsoidal in form to provide line contact bearings between the links and carry-iron at various relative angular portions.

2. A supporting link for a roller carryiron, said link having end loops adapted to receive the journals of said carry-iron, and said end loops being provided with protruding cheek portions adapted to engage the end of the carry-iron.

3. ln combination with a roller carry-iron having end journals and noncylindrical end flanges, links ada ted to receive said journals, said links belng provided with orifices substantially the same in contour as the said end Hanges.

l. lin a railway car, draft sills provided with extensions beyond the' end sill, supporting links in-line with said carryiron with its ends rotatably mount-ed in said links and engaging said extensions, said carry-iron being oscillatory crosswise of the car and adapted for rolling engage` ment with a draw bar.

5. The combination of a car underrame, a carry-iron pivotally suspended there'troin for movement crosswise of the car, said carry-iron comprising Aa roller portion lengthwise arranged thereon and adapted to support a draw-bar, said pivotal suspending means yieldingly holding said carrydron in central aline-ment with the car under-- l' 1 L iframe, and means on said carry-iron adapted to maintain the draw-bar in central position on said roller.

Signed at St. Louis, Missouri, this lith day oi' July, 191i.

WALTER l). MllRli-ll.

Nitnessesz ALBERT H. CROISSANT, G. A. PENNINGTON.

draft sills, a roller 

